U.S. patent application number 12/278966 was filed with the patent office on 2009-11-19 for sports vehicle seat with adaptive lateral restraints.
This patent application is currently assigned to FERRARI S.P.A.. Invention is credited to Antonio Calvosa, Paolo Gatto, Gaurav Gupta, Roland Khayat, Raza Malik, Amedeo Visconti.
Application Number | 20090284059 12/278966 |
Document ID | / |
Family ID | 38068509 |
Filed Date | 2009-11-19 |
United States Patent
Application |
20090284059 |
Kind Code |
A1 |
Gupta; Gaurav ; et
al. |
November 19, 2009 |
SPORTS VEHICLE SEAT WITH ADAPTIVE LATERAL RESTRAINTS
Abstract
An embodiment of a sports vehicle seat. The seat has lateral
restraints for laterally retaining an occupant of the seat, and an
actuating device for adapting the shape and/or size of the lateral
restraints as a function of vehicle driving mode. Each lateral
restraint incorporates at least one shape-memory member, which
changes shape when subjected to physical external stress. And the
actuating device subjects each shape-memory member to physical
external stress to change the shape of the shape-memory member.
Inventors: |
Gupta; Gaurav; (Guildford,
GB) ; Malik; Raza; (San Jose, CA) ; Visconti;
Amedeo; (Torino, IT) ; Khayat; Roland; (Broad
Meadows, AU) ; Calvosa; Antonio; (Milano, IT)
; Gatto; Paolo; (Laval, CA) |
Correspondence
Address: |
GRAYBEAL JACKSON LLP
155 - 108TH AVENUE NE, SUITE 350
BELLEVUE
WA
98004-5973
US
|
Assignee: |
FERRARI S.P.A.
Modena
IT
|
Family ID: |
38068509 |
Appl. No.: |
12/278966 |
Filed: |
February 9, 2007 |
PCT Filed: |
February 9, 2007 |
PCT NO: |
PCT/EP07/51300 |
371 Date: |
May 27, 2009 |
Current U.S.
Class: |
297/284.9 |
Current CPC
Class: |
B60N 2/0224 20130101;
B60N 2002/026 20130101; B60N 2/99 20180201; B60N 2/986
20180201 |
Class at
Publication: |
297/284.9 |
International
Class: |
B60N 2/44 20060101
B60N002/44; A47C 3/00 20060101 A47C003/00; A47C 7/14 20060101
A47C007/14; B60N 2/02 20060101 B60N002/02 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 10, 2006 |
IT |
BO2006A000090 |
Claims
1. A sports vehicle seat; the seat comprises: a vertical seatback;
a horizontal seat portion; lateral restraints for laterally
retaining an occupant of the seat and having the shape and/or size
which are/is adaptive to adapt the degree of lateral restraint
provided by the lateral restraints; and an actuating device to
adapt the shape and/or size of the lateral restraints as a function
of vehicle driving mode so that each lateral restraint may assume a
comfort configuration characterized by a low degree of lateral
restraint, and a racing configuration characterized by a high
degree of lateral restraint; wherein the seat portion comprises at
least two first lateral restraints, which expand upwards when
switching from the comfort configuration to the racing
configuration.
2. A seat as claimed in claim 1, wherein each lateral restraint
incorporates at least one shape-memory member which changes shape
when subjected to physical external stress; and the actuating
device subjects each shape-memory member to physical external
stress to change the shape of the shape-memory member.
3. A seat as claimed in claim 2, wherein the actuating device
subjects each shape-memory member to electric heating of varying
intensity.
4. A seat as claimed in claim 2, wherein each shape-memory member
comprises a main body made of a shape-memory polymer; and a number
of actuating wires integrated in the main body, close to a lateral
wall of the main body, and made of a shape-memory alloy.
5. A seat as claimed in claim 4, wherein a shape-memory member
comprises a number of parallel, spaced actuating wires.
6. A seat as claimed in claim 4, wherein, to change the shape of a
shape-memory member, the main body is heated to become deformable,
the actuating wires are heated or cooled to produce a change in
their length and so deform the main body, and the main body is
cooled to become once more rigid and so stabilize the new
shape.
7. (canceled)
8. A seat as claimed in claim 1, wherein each lateral restraint may
assume intermediate configurations between the comfort
configuration and the racing configuration.
9. A seat as claimed in claim 8, wherein two lateral restraints,
facing each other on opposite sides of the seat deform and tilt
towards each other to grip the occupant, when switching from the
comfort configuration to the racing configuration.
10. A seat as claimed in claim 9, and comprising a vertical
seatback and a horizontal seat portion; the seatback comprises at
least two second lateral restraints, which deform and tilt towards
each other to grip the occupant, when switching from the comfort
configuration to the racing configuration.
11. A seat as claimed in claim 10, wherein the two second lateral
restraints deform by tilting towards each other and increasing in
volume, when switching from the comfort configuration to the racing
configuration.
12. (canceled)
13. A seat as claimed in claim 1, wherein the two first lateral
restraints deform by tilting towards each other to grip the
occupant, when switching from the comfort configuration to the
racing configuration.
14. A seat as claimed in claim 1, wherein the two first lateral
restraints rotate towards the occupant when switching from the
comfort configuration to the racing configuration.
15. A seat as claimed in claim 14, wherein each first lateral
restraint is formed in at least two parts, which rotate by
different angles when switching from the comfort configuration to
the racing configuration.
16. A seat as claimed in claim 1, wherein the actuating device
comprises at least one sensor for determining the distance between
at least one lateral restraint and the occupant, so as to adapt the
shape and/or size of the lateral restraint as a function of the
actual size of the occupant.
17. A seat as claimed in claim 16, wherein the sensor is a
proximity sensor.
18. A seat as claimed in claim 16, wherein the sensor is a force
sensor.
19. A seat as claimed in claim 16, wherein the sensor is embedded
in the lateral restraint.
20. (canceled)
Description
TECHNICAL FIELD
[0001] An embodiment of the present invention relates to a sports
vehicle seat.
BACKGROUND
[0002] When cornering, a vehicle and the occupants are subjected to
lateral (or centrifugal) acceleration directly proportional to the
square of vehicle speed, and inversely proportional to the curve
radius.
[0003] Lateral acceleration of an occupant of a vehicle when
cornering results in a lateral force which tends to push the
occupant out of the seat. Which is why vehicle seats normally
provide for a certain degree of lateral restraint to counteract the
lateral forces to which occupants are subjected when cornering.
[0004] When driving normally along public highways, vehicle speed,
and therefore lateral acceleration when cornering, are relatively
low, so that vehicle seats need only a minimum amount of lateral
restraint to ensure adequate driving comfort of the occupants.
Conversely, when racing on track or along highways closed off to
the public, vehicle speed is high, so that lateral acceleration
when cornering may reach extremely high levels (as much as 1 g in
the case of sports cars). In which case, the seats offer a high
degree of lateral restraint to prevent the occupants from being
unseated when cornering. It should be pointed out that a seat with
a high degree of lateral restraint serves not only to prevent
undesired lateral movement of the driver when cornering, but also
to transmit any lateral stress promptly to the driver's body, to
enable the driver to "physically feel" the dynamic performance of
the vehicle.
[0005] In the case of a sports vehicle that can be used both
normally on public highways and on race tracks, a trade-off in
terms of the degree of lateral restraint of the seats is
inevitable. That is, it should not be so low as to penalize racing
performance, but at the same time it should not be so high as to
impair easy access to the seat portion of the seat during normal
use. The compromise struck normally fails to achieve either. The
only valid alternative is to have two sets of seats, one for normal
use, and one for racing. Changing the seats, however, is a fairly
long, painstaking job which calls for skilled labor, in that
incorrect assembly may have serious consequences, particularly in
the event of accidents.
[0006] Moreover, a seat with a high degree of lateral restraint
fails to comfortably accommodate occupants of different build--and
is therefore adapted to the build of the usual occupant--and makes
entering and exiting the vehicle particularly awkward. These
drawbacks are obviously routine in track racing, but are
unacceptable during normal use of the vehicle.
[0007] German Patent Publication No. DE10211383, which is
incorporated herein by reference, discloses a vehicle seat having a
mechanical shaping mechanism, which comprises a memory metal and is
controlled by an evaluation unit connected to force sensors
arranged in the seat.
SUMMARY
[0008] An embodiment of the present invention is a sports vehicle
seat which is cheap and easy to produce, while at the same time
eliminating the aforementioned drawbacks.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] A number of non-limiting embodiments of the present
invention will be described by way of example with reference to the
accompanying drawings, in which:
[0010] FIG. 1 shows a view in perspective of a sports vehicle seat
in accordance with an embodiment of the present invention and in a
comfort configuration;
[0011] FIG. 2 shows a view in perspective of the FIG. 1 seat in a
racing configuration;
[0012] FIG. 3 shows a plan view of the seatback of the FIG. 1 seat
in the racing configuration;
[0013] FIG. 4 shows a front view of the seatback of the FIG. 1 seat
in the racing configuration;
[0014] FIG. 5 shows a view in perspective of the seat portion of
the FIG. 1 seat in the racing configuration;
[0015] FIG. 6 shows a plan view of the seat portion of the FIG. 1
seat in the racing configuration;
[0016] FIG. 7 shows a view in perspective of an alternative
embodiment of the seat portion of the FIG. 1 seat in the comfort
configuration;
[0017] FIG. 8 shows a view in perspective of the FIG. 7 seat
portion in the racing configuration;
[0018] FIG. 9 shows a view in perspective of a further embodiment
of the seat portion of the FIG. 1 seat in the comfort
configuration;
[0019] FIG. 10 shows a view in perspective of the FIG. 9 seat
portion in the racing configuration; and
[0020] FIG. 11 shows schematically a view in perspective of a
shape-memory member used in the FIG. 1 seat.
DETAILED DESCRIPTION
[0021] Number 1 in FIG. 1 indicates as a whole a sports vehicle
seat comprising a vertical seatback 2 and a horizontal seat portion
3. Seatback 2 comprises two lateral restraints 4, on opposite sides
of seatback 2, for laterally retaining an occupant of the seat; and
seat portion 3 comprises two lateral restraints 5, on opposite
sides of seat portion 3, for laterally retaining an occupant of the
seat.
[0022] Each lateral restraint 4, 5 incorporates at least one
shape-memory member 6 (shown schematically in FIG. 1) which changes
shape when subjected to physical external stress. By changing the
shape of shape-memory members 6, the shape and/or size of lateral
restraints 4 and 5 can therefore be altered to adapt the degree of
lateral restraint provided by lateral restraints 4 and 5.
[0023] Seat 1 also comprises an actuating device 7 (shown
schematically in FIG. 1) which applies physical external stress to
each shape-memory member 6 to adapt the shape and/or size of
lateral restraints 4 and 5 as a function of vehicle driving mode.
In an embodiment, the physical external stress applied to
shape-memory members 6 by actuating device 7 is heat generated by
an electric current.
[0024] Under the control of actuating device 7, each lateral
restraint 4, 5 may assume a comfort configuration characterized by
a low degree of lateral restraint (as shown in FIGS. 1, 7, 9), and
a racing configuration characterized by a high degree of lateral
restraint (as shown in FIGS. 2-6, 8, 10). Each lateral restraint 4,
5 may also assume intermediate configurations between the comfort
configuration and the racing configuration. In an alternative
embodiment, each lateral restraint 4, 5 only assumes the comfort
configuration or the racing configuration.
[0025] As shown in FIGS. 1 to 4, lateral restraints 4 of seatback 2
are positioned parallel to each other and perpendicular to seatback
2 in the comfort configuration, and deform, by increasing in volume
and tilting towards each other, to grip the occupant of seat 1,
when switching from the comfort configuration to the racing
configuration.
[0026] As shown in FIGS. 1, 2, 5 and 6, lateral restraints 5 of
seat portion 3 are withdrawn inside seat portion 3, with only a
minimum part projecting vertically upwards from seat portion 3, in
the comfort configuration, and deform, by increasing in volume and
tilting towards each other, to grip the occupant of seat 1, when
switching from the comfort configuration to the racing
configuration. More specifically, lateral restraints 5 of seat
portion 3 expand upwards and increase in volume, when switching
from the comfort configuration to the racing configuration, so as
to project upwards from seat portion 3.
[0027] In an alternative embodiment shown in FIGS. 7 to 10, lateral
restraints 5 of seat portion 3 rotate towards the occupant of seat
1, when switching from the comfort configuration to the racing
configuration. In the FIGS. 9 and 10 variation, each lateral
restraint 5 of seat portion 3 is formed in two parts, which rotate
by different angles when switching from the comfort configuration
to the racing configuration.
[0028] In an embodiment, actuating device 7 comprises proximity or
force sensors 8, each for determining the distance between at least
one lateral restraint 4, 5 and the occupant of seat 1, so as to
adapt the shape and/or size of lateral restraint 4, 5 to the actual
size of the occupant. Two proximity sensors are embedded in lateral
restraints 4 of seatback 2 to accurately adapt deformation of
lateral restraints 4 to comfortably enclose the sides of the
occupant of the seat with no cramping. Similarly, two proximity
sensors are embedded in lateral restraints 5 of seat portion 3 to
accurately adapt deformation of lateral restraints 5 to comfortably
enclose the legs of the occupant of the seat with no cramping.
[0029] In an embodiment shown in FIG. 11, each shape-memory member
6 comprises a main body 9 made of a shape-memory polymer (SMP),
which is rigid at low temperature, but becomes soft and rubbery
(and therefore deformable) at high temperature (roughly over
25-40.degree. C., depending on the type of polymer used). Each
shape-memory member 6 also comprises a number of actuating wires 10
integrated in, close to a lateral wall of, main body 9, and made of
a shape-memory alloy (SMA) which shortens above a given threshold
temperature and lengthens again below the threshold temperature. A
number of parallel, spaced actuating wires 10 may be provided.
[0030] Starting with a shape-memory member 6 with a rigid main body
9, main body 9 is heated until it becomes deformable; actuating
wires 10 are then heated or cooled to produce a change in their
length (shorten if heated, lengthen if cooled) and so deform main
body 9; and, finally, main body 9 is cooled to become once more
rigid and so stabilize the new shape.
[0031] In actual use, vehicle driving mode is determined, and
actuating device 7 accordingly adapts the shape and/or size of
lateral restraints 4 and 5. The degree of lateral restraint
provided by lateral restraints 4 and 5 may thus be optimized at all
times with respect to the vehicle driving mode, to achieve maximum
comfort in normal driving mode, and maximum safety and driving
performance in racing mode. In other words, the vehicle comprises a
control unit which governs actuating device 7 to adapt the shape
and/or size of lateral restraints 4 and 5 as a function of vehicle
driving mode.
[0032] Vehicle driving mode may be determined manually, according
to the setting of a driver-operated selector, or automatically by
determining vehicle speed and/or longitudinal and lateral
acceleration of the vehicle.
[0033] It should be pointed out that the shape, number, and
location of lateral restraints 4 and 5 of seat 1 may differ for
both aesthetic and functional reasons.
[0034] By adapting the degree of lateral restraint to vehicle
driving mode, seat 1 as described above has numerous advantages, by
providing a high degree of comfort in normal driving mode along
public highways, as well as a high degree of safety and driving
performance in track racing mode. Moreover, by virtue of sensors 8,
the shape and/or size of lateral restraints 4 and 5 of seat 1 may
be adapted to the actual build of the occupant of seat 1, which may
therefore comfortably and safely accommodate occupants of widely
differing build.
* * * * *